Locomotive brake apparatus.



w. v. TURNER.

LOCOMOTIVE BRAKE APPARATUS.

APPLICATION man IULY 21. 191.5.

1 ,1 83,9 1 1. Pat anted May 23, 1916.

2 SHEETS-SHEET I.

WITNESSES INVENTOR Atty.

JWW Y %a/% THE COLUMBIA PLANDCIRAPH co., WASHINGTQN, D. c.

w. v. TURNER.

LOCOMOTIV E BRAKE APPARATUS. APPLICATION FILED JULY 27, I915.

Patented May 23,1916.

2 SHEETS-SHEET 2.

Pas/flan N02,

INVENTOFI WWWW " the distributing valve device.

UNITED STATES PATENT OFFICE.

WALTER V. TURNER, OF WILKINSBIJ'RG', PENNSYLVANIA, ASSIGNOR TOTHE WESTING- HOUSE. AIR BRAKE COMPANY, F WILMERD-ING, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

LOGOMOTIVE BRAKE APPARATUS.

' Specification of Iietters Patent.

Patented May 23, 1916.

Application filed July 27, 1915. Serial No. 42,129.

To all whom it may concern: I

'Be it known that I, WALTER V. TURNER, a citizen of the United States, residing atWilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Locomotive Brake Apparatus, of which the following is a specification.

This invention relates to fluid pressure brakes, and more particularly to a combined automatic and straight air brake for controlling the brakes on the engine and train.

In a number of prior patents I have shown and described a locomotive and train brake equipment known as the E T locomot1ve brake equipment such, for example, as Patent No. 1,130,448, dated March 2, 1915. This equipment employs a so-called dlstributing valve device, an automatic brake valve, and an independent brake valve. By

manipulation of the automatic brake valve, the brakes can be applied on the engine and train in the usual manner, except that the brakes on the locomotive are controlled by The brakes on the locomotive may also be controlled independently of the train brakes by manipulation of the independent brake valve, so that the brakes may at one time be applied on the engine while released on the train and at another time applied on the train while released on the engine.

In some cases, it is desired to control the brakes on the train by straight air, as well as the brakes on the locomotive and the principal object of my present invention is to provide an equipment for accomplishing this result while retaining all the features of the previous E T equipment.

In the accompanying drawings; Figure 1 is a diagrammatic view of a locomotive brake equipment connected up to a car brake equipment and embodying my inventlon; Fig. 2 an enlarged view of a portlon of the locomotive brake apparatus shown in Fig. 1, showing the additional brake valve device in section; Fig. 3 a face view of the rotatlng valve of the additional brake valve; and Fig. 4 a plan view of the rotary valve seat.

The locomotive brake equipment may include the parts heretofore employed in the E T locomotive brake, as shown in Fig. l of the drawings, and comprising a distributing valve device 1 having a pipe 2 for supplying and releasing fluid to and from the locomotive brake cylinders 3, a brake pipe connection 4, a main reservoir pipe 5, pipes6 and 7, leadlng to the independent brake valve 8, and an automatic brake valve 9.

According to my invention, an additional brake valve device 10 is provided, having 7 ports for controlling communication through the distributing valve supply pipe 2, a pipe connection 11 leading to the locomotive brake cylinders 3, and a straight air pipe 12. The straight air pipe 12 extends through the train and is adapted to communicate with the car brake cylinder 13 through a pipe 14' and'past a double check valve 15 which also controls communication from the Ear triple valve device 16 to the brake cylin- The additional brake valve device 10 may be provided with a rotary valve 17 having an inverted seat and adapted to be operated by a brake valve handle .18. The rotary valve 17 has a cavity 19 and a cavity 20 with a'through port 21 opening into the rotary valve chamber 22, said cavities being adapted to control ports in the rotary valve seat as followsza port-23 leading to the atmosphere a port 24 leading to locomotive brake cylinder pipe 11, andfaport 25 leading to thestraight air pipe 12. In, addition, the distributing valve supply and release pipe 2 opens into the rotary valve chamber 22. positions, and in one position cavityv 20 registers with straightair port 25,-while cavity 19 connects locomotive brake cylinder port 24 with exhaustrport 23. In the next position of the brake valve, cavity 20 connects locomotive brake cylinder port 24 with straightair p0rt125, and in the third position, cavity 19 connects straight air port 25 with exhaust port 23, while cavityg20 registers with locomotive brake cylinder port 24.. It will thus be seen that in the first posi-' tion, the distributing valve supply and re-. lease pipe isconnected to the straight air pipe, while the locomotive brake cylinder pipe is connected to the atmosphere, so that The rotary valve has three if the independent brake valve 8 is maniputributing valve pipe2 is connected "to the cgmotive brake cylinders as Well as the straight .air pipe, and consequently, in this.

position, the brakes Willbeapplied or re leased on the engine and train, by manipulation of the independent brake valve 8. In the third position of theadditional brake" position, the brakes Will be .applied or released -on the locomotive, .While the train brakes-Will remain released. Whenthe additional brake valve is'in the last mentioned position, :itawill be ,noted that the locomotive brake cylinders are connected to the distributingvalve' device as in "the ordinary ,E T equipment, sothat, if desiredythe automatic brake valve may bemanipulated to effect the automatic application and release of :the brakes on the locomotive and train as heretofore, the double check. valve on the car being operatedby flow of fluid from the :triple valve device in applying the brakes to close communication 7 from -the brake cylinder 13 to the straight air .pipe 12, so that fluidsupplied to thelcar brakecylin- I .der cannotescape to the atmosphere through the 3 straight air pipe. 1

- I Having now described-my invention, What Iclaim as new .and desire .to secure :by LetterslPatentQis: I

1. In a fluid pressurebrake, the combinationwitlfi a straight airfpipe-for supplying fluidto-apply the'brakes on-the train, a pipe viorsupplying fluid to apply the brakes on the engine, 1 andan independent brake valve for controlling the supply-of fluid tosaid pipes,

of an additionalbrake valve adaptedin one position to establish communication for supplying 'fluidito both pipes .upon ;manipulation oftheindependentbrake valve. p 2. Inafluidpressureybrake,ithe combination with a straightfair pipeifor supplying fluidilto apply thebrakes on :the train, a pipe for supplying fluid toiapplythe brakes on the engine, and an independent brake I valve for controlling thesupply of fluid to said pipes, of an. additional brake valve I adapted in one position to establish comv municationforsupplyingfluid to both pipes upon manipulation of the independentzbrake to the atmosphere.

valve, in another position to establish communication for supplying fluid to the straight air train pipe only, and ina'third position to the engine pipe only.

pipes upon manipulation of the independent brake valve, in another position to establish communication for supplying fluid to the straight air pipe While connecting the tengine pipe to the-atmosphere, and in a third position to'supply fluid to the engine pipe, with the straight air-train pipe connected l. In a fluid pressure brake, the conl ina tion with .a distributing valve device for controlling the supplyof fluid to apply the brakes and an independent brake valve for supplying fluid to operate said distributing valve, of a straight air pipe through which f luid'issupplied to apply the brakes on the train, pipe for supplyingfluid to apply the'brakes on the engine, and an additional brake .valve for establishing communication in one position from the distributingvalve to both pipes and i i-another positionto only one of said pipes. y

5. In a fluid pressure brake, the combination With a distributing valve device for controlling the supply of fluid to apply the brakes and an independent brake valve Ifor supplying fluid to operate said distributing valveof astraight air pipe through which fluid is supplied to apply the brakes on ,the train, a pipe for supplying fluid to apply the brakes on the engine, and an additional brake valve for establishing communication in one position from the distributing valve to both pipes, in another position to -;the straightair train pipe only, and in a third positiontothe engine pipe only.

In testimony whereof I have hereunto'set myhand.

WALTER V. TURNER. Witnesses A. M. .CLEMENTS, S. W.'KEEFER.

iqqp iesof this pa tentznaybe ohtainedgfor five cents each, :byaddressing the Commissioner of Patent; V 1 WashingtomDaC. 

